In Rome wemelde het ook van de ‘lacqueys’ die hun diensten aanboden. Maximillien Misson waarschuwde in de Instructions to Travellers (A New Voyage to Italy, 1714): “When a stranger arrives at Rome, he is immediately pestered with a multitude of lacques, who come to offer their services to him; but they are generally a company of rogues, who are by no means to be trusted” (p. 533).

“‘ Tis requisite to have a skilful antiquarian at Rome, which saves a person a great deal of trouble by directing him to the several remains of antiquity that are particularly worthy of a traveller’s notice. These antiquarians are ridiculously distinguished by the name of Ciceroni (…).” (Grand Tour, Vol. 3, p. 42)

“Ciceroni, or Valets-de-Place, one of the necessary evils of Rome. Travellers must be cautious of receiving the dicta of these personages as authorities in matters of antiquity, for each has his own theory. Unfortunately few of them are beyond suspicion; they notoriously exact commissions from the tradesmen, and should therefore never be allowed to accompany strangesrs to the shops. The charge of a good cicerone is from 5 to 10 pauls a day.” (p. 250)

“I had been informed that the expenses were under a regulation, and did not exceed a guinea each person; but mine rose, I suppose, through imposition, to three pounds eighteen shillings for myself and servant. When a man travels, he should always expect to find his expenses run higher than the account he receives; such an idea is a precaution that will prevent his falling into inconveniences; and what is of equal importance to the agreeableness of the journey, will keep him from incessant quarrels and petty disputes with the lower sort of the natives of the countries through which he travels; from which, too many persons have dealt in very large abuse of whole nations” (Chapter 1, pp. 11,12)

Volgens iemand die hij tijdens de overtocht had gesproken: “I am to expect nothing less than being fleeced unmercifully; and if I make any resistance,

am to look only for a brutal superiority, not only from the inferior magistrates, but also from every common fellow I have a dispute with”).

Maar Marshall waarschuwt tegen vooroordelen tegen Nederlanders en hun afzetterij “I was never full of an idea of Dutch politeness,

but these opinions, I think, cannot be very well founded” (p. 12). Het vooroordeel bleef desondanks ook in latere reisgidsen hardnekkig terugkeren

(niet alleen over Nederland).

Over het belang van een goede tolk schreef Marshall in de Preface:

“Making every where such numerous enquiries into the state of agriculture, &c. was the occasion of my putting myself to the great trouble and expence of an interpreter, that I might be able to ask any questions I wanted, and understand the answers that were given me. I found this was a precaution absolutely necessary in an undertaking such as I embarked in, and which no person will be able to dispense with, that ever attempts to travel upon such a plan.”

Ook Benjamin Silliman, die de talenkennis van Nederlanders roemde (“the Dutch probably speak more languages than the people of any other country in Europe”, vol. 2, p. 284), vond de diensten van zijn“travelling valet” onmisbaar:

“”As we wre unacquainted with the Dutch language, we took a travelling valet recommended to us by a friend. This is a kind of character almost unknown in our country, but not uncommon in Europe, and highly useful to strangers, and especially to Americans. The one whom we engaged could speak French, Dutch, German and English, and had long been accustomed to travel in the double capacity of servant and interpreter. (…) Although he did not consider it his duty to do every enial service, he neglected no personal attention which was necessary to our comfort”. (vol. 2, p. 289)

“Travellers not familiar with foreign languages, who have ladies, a carriage, and luggage, require a servant, especially on hurried journeys. It is notorious that English servants taken for the first time to the Continent, and ignorant of every language but their own, are worse than useless – they are an encumbrance. The traveller who requires a servant at any rate had better take a foreign one; but he who speaks the language of the Continent himself, and will submit to the details of the coinage and the postbooks, may save himself much expense by dispensing with a servant altogether. (…) A courier, however, though an expensive luxury, is one which conduces much to the ease and pleasure of travelling, and few who can afford one will forego the advantage of his services. (…)

There can be no doubt that the couriers exact from the innkeepers a percentage on the amount of their bills, and often insist upon their raising their charges on this account. They likewise expect to be fed gratuitously. (…)

Couriers and travelling servants may be heard of at Lee’s, 440, Strand; at the Courier’s Union, an association placed under a Committee of couriers and tradespeople, who profess to admit into their body, and to recommend to travellers, only such as are of unexceptionable character. (…) They ought on no account to be engaged without producing unexceptionable testimonials as to character, such as would be required of any other servant.

“After more than ten years of travelling in Europe, sometimes with and sometimes without a courier, the author ventures the opinion that, while to single gentlemen, or to small parties of gentlemen in health, the services of a courier will hardly repay the cost, to parties which include ladies or children his services, if he is intelligent and faithful, are most valuable, and, if the expense can be afforded, should be secured. Besides acting as interpreter, he attends to the purchase of tickets, the registration of baggage and the securing of eligible places in trains, duties which, at crowded stations and in the hurry and confusion of departure, most travellers are glad to delegate. It is his duty to select the hotels at which his employer is to lodge, to secure rooms, to attend to the delivery of baggage, to adjust hotel and other bills, to act as valet de place in cities and places of interest, and to perform generally all the duties of a general servant. It is easy to see, from this brief catalogue of his duties, that if they are faithfully performed he will save his employer much discomfort and annoyance. Respectable couriers (…) may be had at from £10 to £12 per month. Besides their wages, their fares must be paid (…), and though they always claim that they are free guests at hotels, or that they pay their own hotel expenses, there is good ground for believing that the employer pays for this in the increased rates of charges which he finds in his bill. ”

“Guides, commissionaires, and the entire herd of professional cicerones are to be avoided, if you can possibly get along without them. If there is much to see and your time is short, as in a flying visit to large cities, it is well enogh to engage a local guide or valet de place; remember that you had better inquire for one at a respectable hotel than to pick him up in the street. Make him guide you to what you want to see; or if you have not made up your mind as to the ‘lions’ , take a guide – or at any rate, not into the shop – if you can do without one; as he usually expects a commission from the dealer, which the latter of course adds to your bill.”(Satchel Guide, 1875, pp. xxvix, xxxx)

“The Editor’s object, as in the case of his other handbooks, is to promote the freedom and comfort of the traveller, and render him, as far as possible, independent of the troublesome and expensive class known as ‘Valets de place’.”

“The Compiler of the following small volume, having remarked the singular unfitness for practical use of the common run of works calling themselves ‘Interpreters’, ‘Manuals of Conversation’, and the like – in which the Traveller usually finds everything except what he wants – has been induced to prepare a Handbook adapted strictly to supply the wants of Travellers. (…)

It is hoped that this essay to render Englismen abroad more independent of couriers and valets-de-place may contribute to the pleasure, advantage, as well as to the economy of travelling.” (Preface to 1858 edition of Murray’s Hand-Book of Travel Talk)

“The Editor (…) thinks proper to warn all whom it may concern, that recommendations in the Handbooks are not to be obtained by purchase (…). The characters of inns, good or bad, inserted in the Handbook, are given either from personal knowledge or upon unexceptionable authority of travellers whose names and residences are known to the Editor. Where the objections stated in this book no longer exist, and where a positive improvement has taken place, the Editor is always ready to listen to respectable and well-authenticated testimony, and to remove in future editions the condemnatory epithets or passages. Thus he hopes to stimulate to exertion and amendment, to protect travellers from negelct and imposition, and to do justice to deserving innkeepers.” (Murray’s Hand-Book for Travellers on the Continent, 1856, p. xxix)

“To assist the inhabitants of the Metropolis, or its occasional visitors, in the choice of their excursions, is a principal object of this publication; to be an entertaining companion in these excursions is another.” (Preface, p. iii)

“[The horses] mashed their way through the thick mud, floundering and stumbling between whiles, as if they were falling to pieces at the larger joints. (…) [T]he Dover mail struggled on, with the jack-boots of its passengers squashing along by its side.” (Book I, Chapter 1)

“When the mail got successfully to Dover, in the course of the forenoon, the head drawer at the Royal George Hotel opened the coach-door as his custom was. He did it with some flourish of ceremony, for a mail journey from London in winter was an achievement to congratulate an adventurous traveller upon.

By that time, there was only one adventurous traveller left to be congratulated; for the two others had been set down at their respective roadside destinations. The mildew inside of the coach, with its damp and dirty straw, its disagreeable smell, and its obscurity, was rather like a larger dog-kennel. Mr. Lorry, the passenger, shaking himself out of it in chains of straw, a tangle of shaggy wrapper, flapping hat, and muddy legs, was rather like a larger sort of dog.

‘There will be a packet to Calais, to-morrow, drawer?’

‘Yes, sir, if the weather holds and the wind sets tolerable fair. The tide will serve pretty nicely at about two in the afternoon, sir. (…)”” (Book I, Chapter 4)

“The hard uneven pavement is under us, the soft deep mud is on either side. Sometimes, we strike into the skirting mud, to avoid the stones that clatter us and shake us; sometimes we stick in ruts and sloughs there. (…)

[Arriving at a posting house in a village,] leisurely, our four horses are taken out; leisurely, the coach stands in the little street, bereft of horses, and with no likelihood upon it of ever moving again; leisurely, the new horses come into visible existence, one by one; leisurely, the new postillions follow, sucking and plaiting the lashes of their whips; leisurely, the old postillions count their money, make wrong additiions, and arrive at dissatisfied results. (…)

At length the new postillions are in their saddles, and the old are left behind.”(Book III, Ch. 14)

“Next morning’s sun saw Mr Dorrit’s equipage upon the Dover Road, where every red-jacketed postillion was the sign of a cruel house, established for the unmerciful plundering of travellers. The whole business of the human race, between London and Dover, being spoliation, Mr Dorrit was waylaid at Dartford, pillaged at Gravesend, rifled at Rochester, fleeced at Sittingbourne, and sacked at Canterbury. However, it being the Courier’s business to get him out of the hands of the banditti, the Courier brought him off at every stage; and so the red-jackets were gleaming merrily along the spring landscape, rising and falling to a regular measure, between Mr. Dorrit in his snug corner and the next chalky rise in the dusty highway.

Another day’s sun saw him at Calais. (…)

On again by the heavy French roads for Paris. (…) Arrived at Paris, and resting there three days, Mr Dorrit strolled much about the streets alone (…). Mr Dorrit posted away for Marseilles.” (Little Dorrit, book 2, chapter 18)

When Mr. Pecksniff and the two young ladies got into the heavy coach (…), they found it empty, which was a great comfort, particularly as the outside was quite full and the passengers looked very frosty. (…) [H]e and his daughters had burrowed their feet deep in the straw, (…) and pulled up both windows (…).

The rest of the night wore away in the usual manner. Mr. Pecksniff and old Anthony kept tumbling against each other (..) or crushed their heads in opposite corners of the coach (…). The coach stopped and went on, and went on and stopped, times out of number. Passengers got up and passengers got down, and fresh horses came and went and came again, with scarcely any interval between each team (…). At length they began to jolt and rumble over horribly uneven stones [in London] (…). Very soon afterwards the coach stopped at the office in the city, and the street in which it was situated was already in a bustle (…).

At length the noise of wheels was faintly audible in the distance, and presently the coach came splashing through the mud and mire, with one misearable outside passenger crouching down among wet straw, under a saturated umbrella, and the coachman, guard, and horses in a fellowship of dripping wretchedness. (hfdst 12)

“It was a long carriage in the form of a coach, but the pannels, on the sides as well as at the ends, were curved inward (…) and this absurd construction (…) left very little room for the feet. It was gaily painted, and ornamented with heavy carving and gilding, and on the plush velvet with which it was lined, there were raised curious figures of birds and beasts; but all this slendour did not compensate for the confinement of our limbs, and for the uncomfortable jolting movement of this ancient vehicle. Excepting the post-chaises, which are of a more modern construction, and occasionally a private coach, this post-waggon was a fair specimen of the carriages which we saw in Holland. (…) The Dutch are at least a century behind the English, and indeed they are far behind our countrymen also in the facilities of conveyance. Although there were six of us, and the roads were very deep from the late rains, and the advanced season of the year, our carriage was drawn by two horses only.”

“[It was] a soothing, luxurious drowsy way of travelling, to lie inside that slowly moving mountain, listening to (…) the smooth rolling of the great broad wheels, (…) all made pleasantly indistinct by the thick awning (…). What a delicious journey was that journey in the waggon! Then the going-on again – so fresh at first, and shortly afterwards so sleepy. The waking from a sound nap as the mail came dashing past like a highway comet, with gleaming lamps and rattling hoofs, and visions of a guard behiind, standing up to keep his feet warm.” (The Old Curiosity Shop, hfdst. 46 )

“The utility of an accurate description of the roads, is so obvious to every person who travels, as not to require any demonstration (…). By the plan adopted in executing this work, it contains all the new roads down to the present time, with the alterations and improvements made in the old; and exhibits at first View, the distance of each city, town, or remarkable village, from London (…). And (for the farther amusement of the traveller) at the end of each road is give, a brief account of whatever is worthy of observation; such as parks, seats, castles, ruins, etc.”

(A New and Accurate Description of all the … Roads in England and Wales, Daniel Paterson, 1781, 5e editie, Preface, pp. v, vi))

“The First Edition of the Traveller’s Dictionary was brought forward in the year 1814, and was compiled by the author principally with the view of guiding strangers and travellers in their progress through the country. (…)

[The new 1822 edition] embraces the following particulars;

1. The great roads leading from Washington to the extremities of the country, construed so as to include the seats of the state and territorial governments, the cities and principal places in the United States.

2. The great roads from the principal cities and leading points of the United States.

3. The state roads, embracing the principal general and local roads not included in the first two sections.

To these are added –

The principal routes by water from the sea-ports; and a number of projected tours, both by land and water.

This last article will serve generally as an explanation of the method of using the work, and it will also suggest a ready method of planning any tour whatever through the country.” (pp. iii, iv)

“the most expeditious way to get to Paris, is, by taking the night coach to Dover, which leaves London at seven o.clock, and arrives in Dover in sufficient time to take your passage across the same morning, where you will have ample time to dine, obtain your passport, luggage, &c. and resume your journey by the night coach, which will enable you to reach Paris form London in 58 hours. (Guide to France, p. 7)

“The route by the London Steam Boats from the Tower Stairs, is less expensive, and during the summer months, is preferred by many. Those who are not subject to sea-sickness, will find this route, in fine weather, a most delightful voyage; the vast variety of objects it affords, the crowds of shipping through which you imperceptibly glide, castles, barges, in short, every object calculated to excite admiration and heighten enjoyment, present themselves, during your passage through the Thames.”

(Guide to France, pp. 12, 13)

Een bezwaar was de zwarte rook die uit de schoorsteen van de stoomboot kwam, en waardoor “gentlemen who prefer travelling in white hats, will do well to wear either a hat cover, or a travelling cap, whilst on board the packets, as the smoke from the funnel will discolour it” (p. 14).

“A diligence, or coach, or, as it is usually called, a post-waggon, is established between the principal towns of the Netherlands. To the latter name it is best entitled, for it is built with all the strength of a waggon, and exhibits much of its clumsiness. It cannot fail of exciting many risible ideas in the mind of the traveller when he first sees it. It is not always suspended on springs, and is made very low and narrow; yet the passenger will generally find sufficient room, and a tolerably comfortable seat. (…)

The slowness of the diligence is very tiresome to those who have been accustomed to travel in England. Its greatest rate, including stoppages, is seldom more than four or four and a-half miles an hour; and almost every hour or league the driver halts to refresh his horses and himself.

In some of the great towns, and in the principal part of the southern provinces, the vehicles better deserve the name of coaches; but they are no where celebrated for elegance, convenience or expedition.”(pp. 99, 100)

“The posting regulations introduced into Holland by the French, still remain in force, and are nearly identical with those adopted in France and Belgium. (…)

Disputes about charges and distances may be settled by reference to the New Post-book published in 1834 by the Dutch Government, entitled, Afstandswijzer voor de Stations der Koninklijke Nederlandsche Paardenposterij. (…)

On all the great roads, numerous diligences run several times a day. They are very precise in the time of starting. They belong to private companies licensed by government. The best are those of Van Gend and Co.; they are roomy and convenient, and travel at the rate of about 6 miles an hour. If more persons apply for places than can be accommodated in the coach, an additional carriage, or ‘by-chaise’, is prepared (…).

A hired carriage, or glaswagen, capable of holding 6 persons and a servant, from Amsterdam to Rotterdam, by Leyden, costs upwards of 40 guilders [sic!*], including tolls and all expences, except a gratuity of 3 or 4 guilders to the driver, who provides for himself and horses. A calèche costs less.” (p. 3)

“Barges, called trekschuiten (drag-boats), navigate the canals, and convey passengers and goods (…). It is generally fitted up with neatness, and may be engaged by a party exclusively for their own use. It must however be understood that Dutch people of any station rarely resort to the trekschuit. (…)
Still (…), for the mere novelty of the thing, no one should visit Holland without making trial of this, the national conveyance. Even those who travel in their own carriage should send it round by the road, and take their passage in a trekschuit for one stage, either from Delft to the Hague, or the Hague to Leyden, or Amsterdam to Haarlem.” (pp. 4, 5)

“In the central provinces of Holland, which are most visited by the English, the roads are excellent; in those more remote, such as Friesland, Drenthe, Groningen, Overyssel, they are wretchedly bad, and, in wet weather, barely passable. As there are no stones in a large part of Holland, it may natuarally excite wonder that there are any roads at all: but the want of stones is supplied by a small and tough kind of brick, or clinker, which after the foundation of the road is levelled, are placed edgewise close together, and the interstices are filled with sand, so as to make a hard, smooth, end level highway, very pleasant to travel over. The average cost of making such a road is about 17,000 guild., more than 1400 £ per English mile. As all heavy goods are conveyed by water, the wear and tear on the roads, traversed almost entirely by light carriages, is not very great. In many parts the roads run on the top of the dykes; and, as there are no parapets or railings, there is at least the appearance of danger, and accidents sometimes happen.

The tolls are very high, sometimes equalling in one stage the expense of one post-horse. A carriage with 4 wheels and 2 horses pays from 6 to 8 stivers at each turnpike; and a toll generally occurs every 3 miles English. The passage money for crossing ferries is also high. ” (pp. 3, 4)

“Most of the Belgian roads are paved, which renders travelling over them very fatiguing, especially for ladies. The effect produced by them on carriage wheels is most destructive: a single day’s journey over these chaussées will sometimes to cause them to split and start, unless they are made very stout. The position should be desired to drive on the unpaved ground at the side as much as possible, (allez sur la terre.)” (pp. 80, 81)

“The position should be desired to drive on the unpaved ground at the side as much as possible (allez sur le chemin de terre). After rain, however, when the side of the road is a mass of mud, and in frosty weather, when the deep ruts are as hard as stone, it would be difficult for him to comply. Private carriages are now taken on the railroad. ” (p. 92)

Opvallend is de weerstand die er in Nederland aanvankelijk bestond tegen de toepassing van stoomkracht voor transportmiddelen. In Engeland experimenteerde men al in 1825 met de eerste stoomtrein en werd de eerste commerciële spoorlijn in 1830 geopend, terwijl in Nederland de eerste lijn pas in 1839 werd aangelegd. En terwijl er, volgens Leigh’s Roadbook of England and Wales van 1820, al toeristische stoomboten voeren van Londen naar Margate (“During the season, which begins in June and terminates in October, steam vessels sail every day between London and this place, and perform the voyage in from six to nine hours“, p. 271) en van Londen naar Ramsgate (“steam vessels proceed every day during the season between this place and London”, p. 271) merkte Edmund Boyce in zijn Belgian Traveller van 1827 op dat er in Nederland binnen afzienbare tijd nog geen stoomboten op de Nederlandse rivieren zouden varen:

“Attempts have been made to establish steam-vessels on the canals of Holland, but the prejudices of the people violently oppose them, and there appears to be very little chance of their becoming the usual mode of conveyance”. (p. 102)

“a petition for leave to bring in a Bill to repair and widen the road from Red Bull, at Lawton, in Cheshire, to Cliff Bank, in Staffordshire; which runs quite through the Potteries, and falls at each end into a Turnpike road. This road, especially the northern road from Burslem to the Red Bull, is so very narrow, deep, and foundrous, as to be almost impassable for carriages; and in the winter, almost fro pack-horses; for which reason, the carriages, with materials and ware, to and from Liverpool, and the salt-works in Cheshire, are obliged to go to Newcastle, and from thence to the Red Bull, which is nine miles and a half, (whereof three miles and a half, viz. from Burslem to Newcastle, are not Turnpike road), instead of five miles, which is the distance from Burslem to the Red Bull, by the road prayed to be amended.” (zie link)

“The roads in Holland are generally carried in undeviating straight lines along that low and flat country, between a double row of trees, with a ditch on each side. The Dutch are at great pains in preparing a firm foundation for their roads; they are then built with their bricks, called clinkers, which are laid in lime”. (Parnell, pp. 17, 18)

Wat betreft de landen waar de wegen er het slechts aan toe waren, en waar vroeger ook goede oude Romeinse wegen hadden gelegen, citeerde Parnell uit Eustace’s Classical Tour : “To this day the different governments of Germany (except Austria), Spain, Portugal, Sicily, and Greece, are still so immersed in barbarism, as to leave the traveller to work his way throught their respective territories, with infinite fatigue and difficulty, by tracks and paths oftentimes almost impracticable” (p. 12)

“This portion of the great Irish road having been originally constructed in a very imperfect manner, was till within the last five years, one of the worst roads in the kingdom. Through North Wales, in particular, no attention whatever had been paid to the essential points of a good road; it was narrow and crooked, hills had been passed over, and valleys were crossed without any regard to inclinations: no solid foundation was prepared; a very superficial coating of very bad stones or gravel was all that covered the soil; (…) the draining was miserably defective, and either no protective fences, or very weak ones, existed along steep hill-sides and tremendous precipes.” (zie Henry Parnell’s Treatise on Roads, 1833, p. 36)

“The most remarkable event in the history of the Post Office [since 1635] (…) is the change in the mode of conveying the letters suggested by Mr. Palmer in 1784. By the adoption of this plan, the letters are conveyed by strong and well guarded coaches, each drawn by four excellent horses, which proceed with the utmost regularity between seven and eight miles an hour, stoppages included. In allusion to their employment, they are called Mail Coaches. Formerly the mails were sent by carts or by post-boys on horseback, a mode attended with danger and delay. The first mail coach was established to Bristol in 1784.”(p. 104)

“The ‘Queen of Watering Places’ differs from many present-day holiday resorts in that it was by no means ‘made’ by the railway; if anything the exact converse was the case. Long before the year 1841, which witnessed the opening of the London, Brighton, and South Coast line, Brighton held much the same position relative to the metropolis as it does to-day, being constantly visited by the élite of society, from royalty downwards. The only public means of conveyance in those days was by coach, and the fame of the Brighton Road equalled that of the town itself.

Some idea of the drawbacks of the old mode of travelling, particularly before the Prince Regent’s time, may be gathered from the fact that the journey rarely occupied less than twelve hours (…)” (p. 9)

“[T]he history of the Brighton Road might well serve as a history of road locomotion in England. A century and a half ago there was no road, properly speaking, between London and Brighton. For the matter of that, there were very few between London and anywhere else.”

“When the Prince of Wales – afterwards George IV – came to reside at the Pavillion an immediate improvement in the road took place, and in such condition was it kept from that time that good whips came to despise it as presenting so few difficulties. (…) As showing what was possible in the best days of the road, it may be mentioned that on February 4, 1834, the Criterion coach, driven by Charles Harbour, carried down King William’s speech on the opening of Parliament in 3 hours and 40 minutes a record (…).

In 1821, according to Mr. Chas. G. Harper’s Brighton Road, (…) there were no fewer than forty [stage] coaches running daily from and to London, besides any number of unattached or ‘butterfly’ vehicles (…)” (pp. 10, 11)

“The Surrey iron-railway extending to Croydon (now nearly to Reigate), is completed to this place [Wandsworth], where there is a commodious basin for loading and unloading goods, &c. communicating with the Thames. It traverses all the principal manufactories and mills on the river Wandle.” (Ambulator, 1820, p. 343)

Daarnaast waren er sinds 1755 al ruim 100 kanalen aangelegd, met een totale lengte van meer dan 1600 mijl, en voeren er , volgens Leigh’s Roadbook of England and Wales van 1820, al toeristische stoomboten van Londen naar Margate (“During the season, which begins in June and terminates in October, steam vessels sail every day between London and this place, and perform the voyage in from six to nine hours“), van Londen naar Gravesend (“a constant communication is maintained between this place and London by means of steam-vessels, which perform the voyage in three or four hours“), en van Londen naar Ramsgate (“steam vessels proceed every day during the season between this place and London”, p. 271). M.b.t de boottocht vanuit Londen naar Gravesend over een afstand van ca. 22 mijl, vermeldt de Ambulator of London and its Environs (1820): “In April 1819, passengers were first conveyed to and from Gravesend by steam vessels, two of which are now engaged in this undertaking” (pp. 116, 117). De toeristische ontwikkeling van Gravesend blijkt uit een latere gids (Leigh’s Roadbook of England and Wales, 1833): it has (…) a modern stone Pier, forming an excellent promenade. Gravesend has been much frequented within a few years as a bathing place” (p. 142).

“(…) we are decidedly of the opinion, that of all known vehicles, from the glass-coach in which we were taken to be christened, to that sombre caravan in which we must one day make our last earthly journey, there is nothing like an omnibus. We will back the machine in which we make our daily perigrination from the top of Oxford Street to the City against any “bus” on the road, whether it be for the gaudiness of its exterior, the perfect simplicity of its interior, or the native coolness of its cad [= conductor]”

In 1847 stelde Amerikaan W.M. Gillespie (“professor of civil engineering in Union College”) in A Manual of the Principles and Practice of Road-Making dat “the common roads of the United States are inferior to those of any other civilized country (Preface, p. 3). Hij herhaalde die zin in alle 10 edities die tot 1874 van deze Manual veschenen.

De eerste postweg in de VS werd in 1783 (het jaar van de Amerikaanse Onafhankelijkheid) aangelegd tussen New York en Boston. Een andere vroege route was de Albany Post Road (van New York naar Boston). De aanleg en onderhoud van de (al dan niet verharde) postwegen, en het bemannen van de posthuizen (zoals vastgelegd in the Amerikaanse Grondwet, Artikel 1, paragraaf 8) bleef in de VS financieel onrendabel. Dit kwam door de vaak lange afstanden zeer dunbevolkte gebieden tussen de grote steden. Periodiek verschenen hierover rapportages van de Postmaster General “relative to post-roads which have not producced one third part of the expense of carrying the mail upon the said roads during the last year”.

In de geheel herziene editie van de Traveller’s Directory through the United States (1822) gaf John Melish een indruk van de onmogelijkheid in dit grote land om met enige nauwkeurigheid te kunnen beschrijven hoe de actuele situatie is:

“It may be necessary to add, that this edition, though greatly improved, is not presented to the public as perfect. In a country of such extent, where the geography is so rapidly progressive, no work of this kind can be so. Many of the distances could only be measured on the Maps, which plan, though affording a good general view in the main, is subject to so many casualties in the details that great allowances must be made, particularly in the new districts, and those where the roads are but little travelled. Many roads, and some of them important, are, no doubt, omitted, and the lines of others may be greatly changed or modified without the author’s kowledge.” (pp. vi, vii)

“The novelty of the mode of travelling adopted on the Erie Canal, as well as the maginificence of the work itself, and the interesting objects and scenes along its course, has attracted vast numbers of travellers in that direction, a large proportion of whom, during the pleasant seasons of the year, are strangers of wealth and taste; and there is every probability that the approaching seasons will see them increase still further.”

“In the gratification of a reasonable and useful curiosity, it has of late years become a custom with a large portion of the citizens of the United States, to pass the summer and autumnal months in a tour through the northern section of the Union. The idea which so long prevailed, of making European countries the only field for observation and amusement, has passed away; and while a few are led across the Atlantic by a more ardent curiosity, the great majority of our countrymen are content to gratify it amid congenial manners and institutions in their native land.

It is true, the nations of Europe present scenes and objects which are unknown to us; fancy may there indulge itself amid mouldering ruins, diginified by all that age and classic glory can impart; (…) the European traveller beholds around him a vast field, in which improvement has gradually worked its way; but he sees on every side, the marks of ancient ignorance, useless and absurd habits and customs, and the remnants of former barbarism blended with the tyranny which is not yet extinct.

Surely our own country presents a fairer and a nobler scene; one on which fancy may indulge in brighter visions, on which philosophy may reflect with more justice and delight. (…) America offers to other nations her example, but seeks not to aggrandize herself by interfering in their views, or pursuing the delusions of a false ambition.

With such a country open to our investigation, and that country our home, there are few travellers who will not prefer it to more distant lands; and such it is the object of this little volume to accompany in some of their excursions, to point out to them those scenes which are worthy of their notice, to revive those recollections on which it is useful and pleasant to dwell, and to afford them at once a memorandum and a guide.”

In Little Dorrit (1857, gesitueerd in de jaren-1820) beschreef Dickens deze pas waarlangs de familie Dorrit per koets naar Italië reisde: “The gorges of the Simplon, its enormous depths and thunderous waterfalls, the wonderful road, the points of danger where a loose wheel or a faltering horse would have been destruction, the descent into Italy, the opening of that beautiful land as the rugged mountain-chasm widened and let them out” (Little Dorrit, book 2, chapter 3)

“A perspective view of these arches may be seen in the accompanying plate; as also a view of the shield, which protects the works as they advance. This is a strong iron frame, in the different chambers of which the workmen stand to prosecute the work of excavation and masonry – the frame being moved up as soon as an entire section is completed.”(…)

We procured in the Tunnel a dioramic representation of this extraordinary work, which presents to the spectator as perfect a view of the interior, as though he stood by Mr. Brunel’s steam-engine, at the bottom of his perpendicular shaft, looking down the illuminated arches of the Tunnel.” (Travels in Europe, pp. 533, 534)

Tot dan toe werd de constructie van een riviertunnel voor technisch onmogelijk gehouden. In Murray’s Modern London (1851) valt te lezen dat “the idea of the shield (…) was suggested to him by the operations of the teredo, a testaceous worm covered with a cylindrical shell, which eats its way through the hardest wood” (p. 47). In Leigh’s New Picture of London (1830) wordt de in 1818 door Mr. Marc Isambard Brunel (vader van Isambard Kingdom Brunel, die later ook bij de constructie werd betrokken) gepantenteerde innovatieve tunneltechniek als volgt beschreven:

“The Tunnel will consist of two brick archways; and in order that there may be no obstruction to carriages, those going from north to south will pass through one, and those from south to north through the other. These passages will be paved or MacAdamised, and there will be distinct paths for foot passengers. In the centre, between the two archways, and dividing the two roads, will be aline of arches, spacious enough to admit of persons passing from one road to the other, and in each of these arches will be fixed a gas-light. (…)

Dimensions of the Tunnel – Length 1300 feet; width 35 feet; height 20 feet; clear width of earch archway, including footpath, about 14 feet; thickness of earth between the crown of the Tunnel and the bed of the river, about 15 feet.”

“November 8, 1755, was opened a monthly correspondence between these kingdoms and his Majesty’s islands in the West-Indies, as also to and from the several colonies on the continent of North-America by packet boats established at Falmouth.

The mail for the several islands in the West-Indies will go from London every first Saturday in the month. The mail by way of New York, for the several colonies on the continent of North-America, will go from London the second Saturday in every month.

(A New and Accurate Description of the Present Great Roads and the Principal Cross Roads of England and Wales, p. xlvi)

“One of the causes of the quick passage of the New-York packet ships undoubtedly is the unwearied and incessant attention that is paid to the management of the ship. Every veering and varying breeze is not only noticed when it comes, but, it would seem, anticipated also, so that nothing is lost. ” (5th editon, 1839, p. 10)

“the proprietors and captains [of the trading vessels] are utterly regardless of anything like punctuality in their time of sailing, stopping for passengers, in order to make up a full number, just as long as they think proper, and frequently detaining those whom they first engage with from one to three weeks beyond the time appointed, until their small stock of money becomes exhausted and at least one-third of their provisions are consumed; while packet-ships almost invariably sail to the day, or never exceed the day afterwards.” ( The Mechanic’s and Labourer’s Handbook and True Guide to the United States, pagina 31)

“In preparing necessities for the voyage it will be prudent, in the way of provisioning, to lay in a sufficient supply for seven or eight weeks, certainly not less than for seven. Even the fleetest of the packet-ships frequently approach to nearly this time; but if the passengers be taken in a transient or a trading vessel then it becomes necessary to provide for nine or ten. The outward is always more tardy than the homeward voyage, owing to a prevalence, at most seasons of the year, of south-west winds, but particularly during the summer months. The quickest passages are made both ways in the spring and fall of the year; and the average of the outward-bound voyage for the months of March and April is somewhere about thirty-four days; for September, October, and November, thirty-one. This is by packets from the port of Liverpool; if from London some few days more must be added thereto. The remaining months, with the exception of May and December, when the longest passages take place, will be from seven to ten days more.” (The Mechanic’s and Labourer’s Handbook and True Guide to the United States, page 33)

“Mark was so far right that unquestionably any man who retained his cheerfulness among the steerage accommodations of that noble and fast-sailing line-of-packet ship, the Screw, was solely indebted to his own resources, and shipped his good humour, like his provisions, without any contribution or assistance from the owners. A dark, low, stifling cabin, surrounded by berths all filled to overflowing by men, women, and children, in various stages of sickness and misery, is not the liveliest place of assembly at any time; but when it is so crowded (as the steerage cabin of the Screw was, every passage out) that mattresses and beds are heaped upon the floor, to the extinction of everything like comfort, cleanliness, and decency, it is liable to operate not only as a pretty strong barrier against amiablity of temper, but as a postive encourager of selfish and rough humours.(hfdst 15)

“It is very doubtful whether “steam-ship” conveyance can ever be brought within the compass of the mechanic’s means, nor is it, perhaps, of material consequence. The trifling addition of a few days to the length of his passage can be of little importance when brought within a moderate time, and certainly would not warrant his going to excessive expense to avoid it.” (page 32)

“The foreign tourist will soon observe, to his satisfaction, (…) the great convenience of the total absence in the United States, of all annoying demands for passports – of scowling fortifications and draw-bridges, of jealous gates, closed at a fixed hour of the evening and not to be re-opened before another fixed hour of the evening and not to be reopened before another fixed hour of the morning; of custom-houses between the several States, and of all rummaging of baggage by gens d’armes for the octroi; and yet nevertheless, of as perfect a feeling of security, everywhere, as in the most vigilantly policed kingdoms of Europe.

“It is the custom in America to deliver baggage to a person known as the baggage-master, who will give in return a ‘check’ for every piece, on presentation of which the baggage is delivered. Baggage may be checked over long routes in this way, and the traveller, no matter how many times he changes cars or vehicles, has no concern about his trunks. The companies are responsible if the baggage should be injured or lost, the check being evidence of delivery into their hands. The traveler, arriving at the station, should first procure his ticket at the ticket-office, and then, proceeding to the baggage-car, or proper station of the baggage-master, have his trunks checked. The baggage-master ussually requires the tarveller to exhibit his ticket before he will check the trunks. Arriving at his destination, the check may be handed to the hotel-porter, always in waiting, who will procure the various articles, and have them sent to the hotel. The traveller in the United States, by the system now in vogue, is almost entirely relieved from any care or concern about his luggage.”

(Appleton’s Hand-Book of American Travel, p.iv)

Het was een uniek en toerist-vriendelijk systeem, dat ook in 1898 nog bewonderend werd beschreven door James Fullarton Muirhead, de redacteur van de eerste Baedeker-gids voor de VS, in zijn boek The Land of Contrasts: A Briton’s View of his American Kin:

“The check system on the railway deserves almost unmitigated praise, and only needs to be understood to be appreciated. On arrival at the station the traveller hands over his impedimenta to the baggage master, who fastens a small metal disk, bearing the destination and a number, to each package, and gives the owner a duplicate check. The railway company then becomes responsible for the luggage, and holds it until reclaimed by presentation of the duplicate check. The system avoids on the one hand the chance of loss and trouble in claiming characteristic of the British system, and on the other the time and waste of expense of the Continental system of printed paper tickets. (…). (p. 241)

In Rolfe’s Satchel Guide for the vacation tourist in Europe (1872) werd de toestand met de bagageafhandeling in Europa als volgt beschreven:

“There are no ‘bagage checks’ on European railways, and you cannot be sure that a trunk will be landed at its destination unless you look after it yourself. It is necessary also to bear in mind that trunks cnnot be put aboard a train at the last moment, as in this country, but must be delivered at the station at least five minutes before the time fixed for departure. There is also much delay in sorting and delivering luggage at the journey’s end.” (pp. x, xi)

“Theoretically, there is no distinction of classes on an American railway; practically, there is whenever the line is important enough or the journey long enough to make it worth while. The parlour car corresponds to our first class; and its use has its advantage (rather curious in a democratic country), that the increased fare for its admirable comforts is relatively very low (…).” (p. 224)

“The United States is proverbially the paradise of what is, perhaps, now behind the times to term the gentler sex. The path of women, old or new, in America is made smooth in all directions, and as a rule she has the best of the accommodation and the lion’s share of attention wherever she goes. But this is emphatically not the case on the parlour car. No attempt is made there to divide the sexes or to respect the privacy of a lady. If there are twelve men and four women on the car, the latter are not grouped by themselves, but are scattered among the men, either in lower or upper berths, as the number of their tickets or the courtesy of the men dictates. “(p. 233)

“A writer in one of the magazines remarks with reference to [the 1st and 2nd class cars]: “(…) in these cars, one is exposed to various annoyances escaped in third-class carriages. A burly Englishman or stolid German will not hesitate to turn a timid lady out of her seat; and if ladies have no gentleman with them, they may be insulted by rude staring or scornful looks from women provided with escorts or a little more finely dressed. All these causes of disturbance are escaped among the third class, where the utmost deference is always shown to strangers.”

“Our own observation confirms this testimony to the good manners of third-class passengers: and the writer had doubtless grounds for his complaint of the bahavior of some persons in the other classes, though we have never happened to see any such rudeness, in travelling several thousand miles by first (express) and second class.”

“C.P.R.R. [= Central Pacific Railroad] – The latest novelty on this road is a New Pay Car. This car is quite different from any other heretofore built, being a Perfect Palace Home, and a Robber-Proof Arsenal. It is divided into seven compartments – first, the dining room, then the kitchen, wash room, sitting and sleeping apartments, office and observation room. The berths are arranged in the sitting room the same as the upper ones in the sleeping cars – to be let down at will and closed up when not in use. In each room are Henry rifles and other arms ready for use in case of attack by robbers. The car runs very smoothly, being provided with a six-wheel truck under each end, which are different in some respects from ordinary trucks. It was manufactured at the Company’s shops in Sacramento, from a plan originated by Master Machinist Welch. (…)”

“The safest, most economical, and most convenient mode of carrying money abroad to meet the expenses of a journey, is in the shape of circular notes, for sums of not less than 20£ each, which may be obtained from Messrs. Herries, Fraquhar, and Co.; Coutts; Hammersley, and the other chief bankers in London. They possess this great advantage over a common letter of credit, that the bearer may receive his money at many different places, instead of one fixed spot alone. The traveller having determined how much money he will require for his jourrney, pays in that sum to the banker, and receives in exchange, without any charge except the stamp-duty, notes to the same amount, each of the value of 20£ or upwards, together with a general letter of order, addressed by the house to its foreign agents (…). The letter is addressed to nearly two hundred agents and correspondents in different parts of Europe, so that wherever the traveller may be, he cannot be very far removed from his supplies.” (pp. xvii, xviii)

“Travellers from abroad will understand that the present currency in the United States, with the exception of California, is exclusively banknotes. These are issues of the national treasury, commonly known as green-backs, and the notes of the national banks. They are taken everywhere without hesitation, and serve every practical purpose of coin. All prices are understood to be in this currency, which is at a discpunt for gold; or, as the phrae is here, gold is at a premium – now (November, 1873), of about ten per cent. In the British Provinces, the circulating medium is coin, or the notes of the local banks, which are at par. In California, gold and silver are generally used, though bank-notes are coming into circulation.” (pp. iv, v)

“In our Banking Department we issue Circular Notes and Letters of Credit, payable at any of our own Offices, and by our Correspondents throughout the world. We also supply Indian Currency and other Foreign Moneys at favourable rates, issue drafts on our various Offices, and make telegraphic remittances. we open current accounts and make advances against approved securities; purchase and sell stocks and shares, and undertake banking transactions of every kind.” (page 8)

“there were (…) railway journals (…), railway hotels (…), railway plans, (…) and time-tables; railway hackney coaches and cab stands; railway omnibuses, railway streets and buildings (…). There was even railway time observed in clocks, as if the sun itsself had given in. (…) Wonderful Members of Parliament , who, little more than twenty years before, had made themselves merry with the wild railroad theories of engineers, and given them the liveliest rubs in cross-examination, went down into the north with their watches in their hands, and sent on messages before by the electric telegraph to say that they were coming.” (Dombey and Son, chapter 15)

“The Railway Companies in India do much for the comfort of travellers. (…) There are refreshment rooms at frequent intervals, and some of them are very well managed and supplied; but when travellers intend to make use of them for dinner or otherwise they should signify their intention to the guard of the train beforehand and he will telegraph (free of charge) to have everything in readiness at the station indicated on the arrival of the train.” (page xvi)

“It will be perceived, by glancing at the ‘Indicator’, that when it is noon at New York, it is 12 minutes past 12.00 at Boston, 25 minutes past 1.00 at Trinity Bay, 24 minutes past 4.00 P.M. at Valentia Bay; when it wants 15 minutes of 9.00 A.M. at St. Francisco, Cal., it wants 5 minutes of 5.00 P.M. at London, England. Thus, by a little calculation, the reader will readily perceive the difference of time between the several points, and obviate the necessity of moving the hands of his watch to be in time.

There is no standard railway time in the Union, each Railway Co. adopting the time where its principal office may be located; we would, therefore, suggest to the traveller the necessity of consulting the ‘Indicator’, and, if possible, to be at the depot some few minutes previous to the departure of the trains.” (p. 38)

“For the convenience of railways and others a Standard of Time for the United States was agreed upon in 1883, and a system was adopted by which the country was divided into four sections, each of 15° of longitude (1 hr.). Eastern Time, or that of the 75th Meridian, prevails from the Atlantic Coast to a line running through Detroit and Charleston. Central Time (of Merdian 90), 1 hour slower, extends thence to a line running from Bismarck (N.D.) to the mouth of the Rio Grande. Mountain Time (105° lon.) extends to the W. borders of Idaho, Utah, and Arizona. Pacific Time (120 °) covers the rest of the country. Thus noon at New York is 11 a.m. at Chicago, 10 a.m. at Denver, and 9 a.m. at San Francisco. True local or mean solar time may be anywhere from 1 min. to 30 min. ahead or behind the standard time; and in some cases, where the local clocks keep true time and the railway clocks keep standard time, the results are confusing.” (Baedeker’s United States, 1893, p. xviii)

Railway time on the Continent, however is not always the same as local time. In Belgium and Holland it is now what is called West Europe (Greenwich) time; in Germany, Austria-Hungary, Switzerland, and Italy, it is Mid-Europe time, which is one hour earlier than West Europe time; in France it is Paris time.” (p.288)

“Italian railway time is now reckoned to 24 o’clock; 1 p.m. being called 13, 5 p.m. 17, etc. (…) To change the hours between noon and midnight to our reckoning, subtract 12 from each. The same change has been made in Belgium ” (Satchel Guide, 1900, p.288)

In Jules Verne’s Around the World in Eighty Days blijkt hoe belangrijk de 24-uursklok is in het internationale verkeer en hoe hiermee misverstanden konden worden voorkomen:

“It happened also, on the 23rd of November, that Passepartout made a joyful discovery. It will be remembered that the obstinate fellow had insisted on keeping his famous family watch at London time, and on considering the time of the countries he had passed through as quite false and unreliable. Now, on this day, though he had not changed the hands, he found that his watch exactly agreed with the ship’s chronometers. His triumph was understandable. (…) Passepartout was not aware that, if the face of his watch had been divided into twenty-four hours like the Italian clocks, he would have no reason for exultation. For the hands of his watch, when it was nine in the morning on board, would have indicated nine o’clock in the evening, that is the twenty-first hour after midnight – precisely the difference between London time and that of the one hundred and eightieth meridian.” (Chapter 24)

“The use of a system of zones of standard time, adopted in the United States in the 1880’s, has of late years been generally adopted in Europe.

Iceland, Spain (including Andorra), and Portugal use Eastern Atlantic time, or time four hours earlier than Eastern Standard time (the time of New York).

The British Isles, Belgium, France, and the Faroe Islands have adopted Greenwich or Western European time, which is five hours earlier than New York time.

Holland uses local or Amsterdam time, which is twenty minutes earlier than Greenwich time.

Norway, Sweden, Denmark, Lithuania, Germany, Czechoslovakia, Austria, Hungary, Switzerland, Italy, Yugoslavia, and Albania use Mid-European time, which is one hour earlier than Greenwich time. Finland, Poland, Roumania, Bulgaria, Turkey, and Greece use Eastern European time, which is two hours earlier than Greenwich time.

Western Russia still adheres to Pulkoro (or Pulkowa) time, which is two hours and one minute earlier than Greenwich time.”

“Holland isn’t in that list. Holland seems a sober enough country, but she has her own ideas about time. She wants England’s place as a mischievous devil who messes up orderly progressions. In Holland , time is twenty minutes faster than in the other countries of the West European time zone (that is, London time). Thus if you ride from Rotterdam to Brussels, you’ll cross the Belgian border before you’ve even started.

But that isn’t the worst of it. Many countries adopt daylight saving in the summer. with the advantage of Europe’s more northerly place on this globe and the extra daylight hour, it’s light in London till nine or ten o’clock and in Sweden until midnight. That makes sightseeing a greater delight and gives you more time to go around.

But Holland is also one of those daylight-saving nations. Just figure out how long it actually does take to get from Cologne to Amsterdam, say, when you know that Germany’s on central time, Holland twenty minutes faster than West Europe time, and daylight saving adding another hour.” (pp. 144, 145)

“Many travelers abroad still prefer our first-class sailing vessels to steamers, believing them safer, if not so expeditious. To such we recommend the staunch, swift, and luxurious X line of packets, running between New york and London. This company (E.E. Morgan & Co.) has been in existence for the last forty years, and has met with unexampled success.”(p. xvii)

“They are all powerfully-built steamships, constructed on the Clyde, in water-tight iron sections, carrying patent fire-annihilators, and the most experienced surgeons. When travelers trust their lives to any one man, he ought to be as perfect as human nauture is capable of being made; and when we name such commanders as Petrie, Jeffrey, Brooks, Jellard, Kennedy, Moorehouse, Roskell, McGuigan, and Halerow, men in whom courage and experience are combined with courtesy and kindness, the tourist ought to feel perfectly safe under their charge.” (p. xvi)

“Previous to setting out, think if you are free from all responsibility at home, or is there some one who is dependent on your life: if so, are you insured? If not, take out a policy of Life Insurance, and you will travel with less anxiety, and see every thing in a better light. The best company in New York is the New England Mutual. The Life Insurance companies are the best style of savings’ banks.” (p. xvii)

“(…) on the best lines the discomforts, inconveniences and unhealthinesses of steerage-passage have all been materially ameliorated within the past three or four years: the sleeping accommodations on many of them are endurable if no more; the food is almost always plentiful and generally excellent; the amount of amusement enjoyed is always greater than that attainable by the ‘stiffer’ people at the stern [where the saloon cabins are] “. (p.9)

“Even at that early date it had always been the Company’s principle to employ sailing ships and steamers that should be as fast and as well-equipped as the progress of technical science permitted, and to display an activity both on board and on shore that should be able to take its place with honour in the world’s competition.”(p.8)

When you make a sea voyage, make it in the “Havel”. Thuis is the delightfullest ship I was ever in. One can write in her so comfortably as he can at home. I have entertained myself first-rate with writing an article about this and other vessels, which I have voyaged in, & if I were going to write a book, I think I would try to get my family’s leave to take a room in the Havel & ferry back & forth till the book was finished. I will give that idea to some bachelor author. He will find it worth his while to try it. I expect to start back in the Kaiser wilhelm II the 16th of July (…).

“[T]he Amerika was generally thought to be the most fashionable at the time. With interior designed by Mewès [who was an associate of the famous Swiss hotelier César Ritz], it was the first luxury ship to be planned in a single coherent style instead of the mishmash of designs borrowed from various eras that had characterized earlier ships. It was also the first to include an elevator.

The Amerika’s most distinctive feature (besides the elevator) was its restaurant, a space separate from the ship’s main dining room, where first-class passengers paid a supplement to dine à la carte, at private tables, at any hour of the day. The Hamburg-Amerika Line’s director, Albert Ballin – a man obsessed with detail and quality of service in much the same manner as Ritz or Pullman – hired Escoffier to plan the kitchen and Ritz to train the dining-room staff (…)”

“[The Imperator] is the first of a group of three steamers ordered by the Hamburg-Amerika Linie for their Transatlantic service and designed with three ideals kept in view, namely, safety, comfort and speed. Of these, the last is of the least importance; for though coeteris paribus, the sooner we get to our destination the better, our modern ocean-greyhounds cross the Atlantic so rapidly that there is not much need to reduce by an hour or two the present rapid passages.

Security and comfort, – those are the two great chracteristics of the Imperator; and the high degree in which they have been attained has been rendered possible by the enormous size of the vessel. ” (p. 16)

“(…) that ’round the world’ which used to be a wonder, will one day be a common thing to do, and even now is entirely and easily practicable (…)” (Morford, p. 30)

“(…) no such chance for ’rounding the circle of the globe’, with little bodily fatigue, almost no danger, and the retention of luxury throughout, has ever before entered into the calculation of man.” (p.32)

“Passengers can now procure tickets for a trip around the world. The route will be found on the large colored map of the world in the back part of the guide. The price of tickets is now $1,004 via China and Japan, and $985 via Australia and the Oriental line of steamships. The journey can be broken at any point of interest en route and resumed at pleasure. Only a short time has elapsed since a journey to China and India was only one remove from leaving the world altogether. A traveler or business man who, a few years ago, went to Hongkong or Calcutta, made his will and arranged his affairs with a certain knowledge that at least a year or two of his life was required, and the possibilities were against his returning even then.

To-day he packs his portmanteau for a run around the globe, transacts important business, and is back in his office in New York, San Francisco, or London in ninety days, after having enjoyed an agreeable tour, in which he is always in communication with the chief centers of business by telegraph and steam post routes.

Not only has sea navigation been improved by the advances of naval architecture, and the greater perfection in ships’ material, construction, and motive power, but the vast distances of land travel have been decidedly shortened both in space and time by the development of land transportation. (…) The difficulties overcome and the energy and enterprise exhibited by the building of more than 5,000 miles of English railway in India, connecting the principal cities of that great peninsula, and the completion of the Suez Canal, have only been equaled by the construction of the great Union and Central Pacific Railway across our continent, which brings the city of San Francisco on the Pacific coast within less than a week’s comfortable journey of the Atlantic sea-ports of New York, Philadelphia, and Boston, which heretofore took months to accomplish. Passengers from the eastern States bound for the Pacific Coast can have their choice of four great American “Trunk Lines”, from the Atlantic seaboard, which connect with the grand Trans-Continental Railroad at Council Bluffs or Omaha.”

“‘From ocean to ocean’ – so say the Americans, and these four words should make up the general designation of the ‘great trunk line’ which crosses the entire width of the United States. The Pacific railroad is, however, really divided into two distinct lines: the Central Pacific, between San Francisco and Ogden, and the Union Pacific, between Ogden and Omaha.

Five main lines connect Omaha with New York. New York and San Francisco are thus united by an uninterrupted metal ribbon, which measures no less than three thousand seven hundred and eighty-six miles. (…) The journey from New York to San Francisco took, formerly, under the most favourable conditions, at least six months. It is now accomplished in seven days.

It was in 1862 that, in spite of the Southern Members of Congress, who wished a more southerly route, it was decided to lay the road between the forty-first and forty-second parallels. President Lincoln himself determined the starting point should be in Omaha, in Nebraska. The work was started at once, and pursued with true American energy. The rapidity with which it went on did not harm its good execution. The road grew a mile and a half a day across the prairies. A locomotive, running on the rails laid down the evening before, brought the rails to be laid the next day, and advanced upon them as fast as they were put in place.”

en samen met de aanleg van het Suez Kanaal in 1869 en de voltooiing van een spoorlijn dwars door India in 1870 (“now that the section between Rothal and Allahabad, on the Great Indian Peninsula Railway, has been opened”, aldus een personage in Jules Verne’s boek), kwam de mogelijkheid van

“as regards the voyage out, passengers will do well to recollect that the passage by a steamer from any English to any Australian port, except Western Australia, occupies about six weeks, and by a sailing-vessel, three months.”

“Since the opening of the Suez Canal and the consequent development in the number and size of steamers running between England and India, and owing also to the reduction of fares and to the superior accommodation now obtainable, the travel is not so strictly confined to certain” short periods of the year as was formerly the case.” (page 7)

“The very rapid growth of Western Canada since the completion of the Canadian Pacific Railway has led to a demand for information concerning that section of the Dominion. The traveller or tourist who comes from abroad must now cross the continent. He desires to see the North Shore of Lake Superior and visit the famous fishing-grounds of Lake Nepigon and the beautiful Lake of the Woods region. The new province of Manitoba and its handsome capital of Winnipeg claim attention. (…) As a guide or handbook of these and other equally attractive places, a description of western Canada has been added to this edition of Appleton’s Canadian Guide-Book.”(p. 4)

“Let us see, for the benefit of those very limited in means and still desirous to see a little fragement of the Old World – what would be the absolute cost of doing what emigrants of both sexes and all countries very often do for the sake od spending a few days with friends in the places in the places of nativity. Say that six weeks’time is attainable, and let the cost of that six weeks be measured in current greenbacks. (…) Total $150 (…).” (p.9)

“One of the greatest of American travelers, Mr. Bernard Taylor, made his first European excursion under circumstances quite as illiberal as anything here indicated – “did” Great Britain and a very considerable portion of the continent on foot, except with rare instances of riding, and remained not less than six or seven months, his whole expenditure being only about $500, and the fortunate result of his travel that successful volume “Views-A-Foot; or, Europe Seen with Knapsack and Staff.” (p. 10)

“The Guide is meant for the vacation tourist, who can spend but a few months abroad, not for the traveller who can take a year or more for the tour. (Uit: Note to the Twelfth Edition, 1883)

“We have had in mind also the wants of the pedestrian, and have told him where it will pay him well to walk, and where he cannot afford to do it. This is a new feature in an American Guide-Book, and it has been carefully worked up. (…) Another feature that we may claim as unique is the full and specific information for the benefit of those who wish to travel ascheaply as possible.” (Preface p. vi)

The answer depends entirely upon what you want. If you’re a true vagabond, like the amiable Vicar Tatchell, who wrote, “The Happy Traveler”, that delightful book for ‘poor men’, you’ll be able to live a week on less than $5.” (p. 13)

“(…) $2 a day plus rail, bus, or boat fare, will get you through Europe if you’re careful. On $3 a day you can afford to be less on the outlook for genuine bargains. On $4 a day the life of a spendthrift is yours.” (p. 14)

“Travellers wishing to proceed direct to Switzerland may hear of Mr. Emery, the agent, at Mr. Recordon’s, Cockspur-street, Charing-cross; or the White Bear, Picadilly. The journey is performed in sixteen days, allowing two at Paris, and sleeping every night at some town. The proprietors furnish lodgings and provision. The carriage is roomy and convenient – the passengers are limited to six. One cwt. of luggage is allowed to each, and the charge is only twenty guineas English.” (p. XIV).

“In one respect our roads are in a state of transition. After a life of nearly 200 years the turnpike trust system is doomed; for many years past it has been in the process of gradual abolition, the care of the roads being now transferred to the newly constituted County Councils.

Thanks, however, to the recently formed Roads Improvement Association, much useful information as to the proper system for the maintenance of roads is being disseminated, and will no doubt in time bear fruit. (…)

Since the decay of coaching some of the main roads have to a great extent become disused for travelling, but very few have seriously deteriorated. On the whole our roads will bear comparison with the Continental roads. If Normandy, Central France, and Germany have good roads, so have we; but we have scarcely any of that horrid pavé that the French and Belgians seem to delight in.

Generally speaking, the roads in the South of England are better than those in the North; those again in agricultural districts, as a rule, are better than the roads in the manufacturing districts, chiefly, no doubt, owing to the heavy traffic the latter have to endure. Like most things also, roads differ in their composition as well as in their condition, the latter chiefly depending on the former; thus the phrase “state of the roads” is one of special significance to bicyclists.” (Introduction”)

“Road Books are by no means a new invention, but without beginning so far back as the “Itinerarium” of Antoninus – the earliest specimen extant of a Road Book – it will suffice to mention Cary’s and Paterson’s Roads, both of which ran through many editions between 1780 and 1830, an interval that embraces the heyday of the coaching period. With the introduction of railways, travelling by road was gradually discontinued, and coaching almost died out. When, however, the bicycle was invented, the “Queen’s Highway” once more became extensively used, and wheelmen traversed the length and breadth of the island. Road information was eagerly sought for (…).”

“Invention slept but did not die with the advent of the steam engine; and after a time it awoke with startling vigour. Cars that could traverse the roads with the speed of an engine on the rails were introduced. For a time they were the toys of the rich; but before long they were used also in the towns for the benefit of the people; and the whirligig of time revenged the memory of the disused stage coaches when, on August 31, 1901, road vehicles re-appeared in the form of motor ‘buses.

The honour of first undertaking the enterprise belongs to the London Motor Omnibus Company; and the pioneer journey from London to Brighton was made without a hitch. Steep hills that have ruined many a fine horse, and exceeded the capacity of thousands of wheelers, were ascended without difficulty (…).

Railways and motors notwithstanding, coaches still run daily in summer to and from the metropolis and Brighton; but the Old Ship, which we loved so well because of its links with the past, is no longer the simple coaching inn of yore. (…) [C]lose to the time-honoured hostelry has been built a huge motor garage (…) It is difficult to believe, as we survey the long line of cars stretching past the Ship, or watch them whizzing past us on the Pormenade, that the first concerted attempt to take motor-cars to Brighton was made so recently as November 14, 1896.” (pp. 12, 13)

“A large number of Motor-‘Buses are now running in London streets, and ere long horsed ‘buses will be entirely superseded. The later vehicles aroused at first a good deal of antagonism, but they provide a quick and comfortable means of transit and are generally popular.

In addition to the 150 or more routes of the principal omnibus association, lines of smaller omnibuses are maintained by the railway companies to keep up communication between the termini on the north side of London (Euston, King’s Cross, etc.), and Waterloo, Charing Cross, etc., though the opening of tube railways has rendered these almost unnecessary except for passengers with luggage. Passengers holding through tickets are conveyed free, luggage included.” (p. 21)

“‘Taxis’, i.e. Taximeter Motor Cabs or Taxicabs, capable of holding four persons and a considerable amount of luggage, ply in the streets for hire or are to be found on cab-ranks in the busier parts of London. They may be summoned to a private address or hotel by telephoning to a cab-rank. The use of cab-whistles (one blast for a taxi, two for a hansom, three for a four-wheeler) is at present forbidden. The taximeter is visible from within the cab and should be illuminated at night – The horse-drawn Four-Wheeler or ‘Growler’, convenient for bulky luggage, is found mainly at railway stations and in suburbs. Hansoms, two-wheeled horse-cabs, once a characteristic feature of London, are now rarely seen.” (p.21)

“Private Carriages and Motor Cars for special occasions, such as drives in the parks (…) may be ordered from a jobmaster or garage.”(p. 22)

“There are no tramways in the West End or the City, but elsewhere in the metropolis the tourist will find a wide-spread network of electric tramway routes, extending with their connections far into the suburbs.” (pp. 22-23)

“(…) the visitor who wishes to get a general impression of the Metropolis will find the outside of an omnibus a far better vantage point, given fair weather, than a cab or a private carriage. It is estimated that the omnibuses of London carry in one year the whole population of the United Kingdom eight times over. (…). These figures, however, are nearly doubled by the tramways.”

“Horse-drawn conveyances are everywhere giving place to motor-vehicles, and many routes once served by two-horse or four-horse coaches are now served by motor-coaches of the char-à-banc type. A few well-appointed four-in-hand coaches in the old style, however, ply in the tourist season in the Lake District (…) and on the N. coast of Cornwall and Devon (…), etc.; and the similar coaches running from London to Brighton, Hampton Court, etc., will probably likewise resume their journeys. (…) The tourist-coaches convey a reasonable amount of luggage.

Motor brakes and chars-à-bancs ply in the season from every popular tourist-resort to the attractive points of the neighbourhood within a wide radius, affording at moderate charges opportunities of half-day or whole-day excursions.

(…) An easy and rapid, though perhaps rather superficial, method of seeing the country is offered by the public motor-tours, arranged in summer by Messrs. Thomas Cook & Son (…) and by Messrs. Pickford ltd. (…) These tours, each passing through some interesting district of England, usually start from London and take from 3 to 14 days.” (pp. lx -lxi)

De wegen in Engeland waren in 1920, volgens de Blue Guide, goed bewegwijzerd en verkeerden in goede staat (“though they suffered considerably during the War, epsecially in the neighbourhood of camps and aerodromes”, p. lxvi). Ook in de rest van Europa werd de auto en bus steeds populairder. De Satchel Guide to Europe vermeldde in 1925 hierover:

“[T]he advent of the motor car has wrought a revolution in European travel. There are now hundreds of regular char-à-bancs services, many of which have taken the place of the former diligence-, or coach-, or post-route. Private motor cars are to be had almost everywhere, unless the tourist gets off the beaten track.” (p. xxx)

“Within recent years in England (and to a greater or less degree on the Continent) many motor car or char-à-banc routes have been established, which the tourist will often prefer to the railways.” (p. 2)

“Motor roads in Europe are, on the whole, very good; much improvement has been made in recent years, and traffic is not congested as it is in the United States. in the majority of tourist countries traffic moves to the right; the exceptions are Great Britain, Sweden, Czechoslovakia, and parts of Austria, where traffic to the left is the rule. (…)

We shall discuss briefly the various means that may be employed in seeing Europe from a motor car.

(1) There are the regular motor routes over which are operated public motor busses. Such vehicles are usually called char-à-bancs in Europe. These services compare very favorably with the motor-bus services in America. (…)

(2) Another method of seeing Europe by motor is to enroll as a member of a conducted tour which travels in a special motor bus rather than by train. During the past tow or three years this method of travel has become exceedingly popular, and several well-known tourist agencies are now sending their clients across Europe exclusively or almost entirely by means of chartered motor busses. (…)

(3) A third method of seeing Europe by motor is for the tourist to rent a car and to drive it himself. ‘Drive-Yourself’ cars may be rented in several important European cities. (…)

(4) There is also the possibility of hiring a car with a chauffeur. (…)

(5) There is the possibility of purchasing a car in Europe, of seeing Europe therefrom, and of selling the car just before return to American. (…)

(6) There is the possibility of shipping one’s car to Europe for the purpose. Tourist agents and Steamship Companies all stand ready to facilitate one in this mode of travel. (…) (pp. xxxv – xxxix)

The Metropolitan or Underground Railway ” runs on a level with or below the gas-pipes and water-mains, and has been called “the Railway of the Rats”, the companion of sewers. It consists of 3,5 miles of tunnels and cuttings from Padddington to Faringdon Street and Moorgate, running under the New Road and other great thoroughfares. Travelling in the dark by this line is by no means disagreeable. The carriages are good and well-lighted, and the stations convenient. The engines used condense their steam, and, using coke, there is little escape of either smoke or vapour. Engineer, Mr. John Fowler – Cost, £1,300,000.” (p. 52)

“London is in a state of transition, and the next few years will witness remarkable changes. The long-fought battle between steam and electricity has been definitely decided in favour of the latter, and an astonishing number of ‘tubes’, modelled on the Central London, are either in course of construction or projected. Even the old ‘underground’ systems – the Metropolitan and the Metropolitan District – have succumbed, and are about to be ‘electrified’. The electric lines already in operation are the Central London (‘Tuppenny Tube’), (…); the City and South London (…); and the City and Waterloo (…) (p. 49)

“The cars are to be double-decked, on bogies, of a total length of thirty-two feet, capable of holding twenty-six or twenty-eight inside passengers and about forty-two passengers on the roof. each car will be in two compartments. (p. 59)

“‘Railroad’ is generally used instead of railway (the latter term being more often applied to street railways, i.e. tramways), while the word ‘Road’ alone is often used to mean railroad.” (Baedeker, p. xxi)

“The United States now contain about 170,000 M. of railway, or nearly as much as all the rest of the world put together. (…) Between 20 and 30 corporations report over 1000 M. of track each, while the Union Pacific Railroad alone operates nearly 11,000 M. The total number of employees is not far short of 900,000. (…) In 1890 the number of passengers carried was 520,439,820 and the average distance travelled by each was 20-25 M.” (p. xix)

“Coaches, usually called Stages, and in some country places Barges, have now been replaced by railways throughout nearly the whole of the United States, but in places like the Yosemite (…), the Yellowstone (…), and some of the other mountainous and rural districts the traveller is still dependent on this mode of conveyance. The roads are generally so bad, that the delights of coaching as known in England are for the most parts conspicuously absent. The speed seldom exceeds 6 M. an hour and is sometimes less than this.” (p. xxiii)

“The bulk of the passenger traffic in New York is acrried on by the four Elevated Railroads, which now carry fully 200 million passengers annually. (…) [A]ll are disagreeably crowded at business hours. Apart from this, the ‘L’, as it is popularly called, affords a very pleasant mode of conveyance, contrasting advantageously with the underground railway in London. The track may be described as a continuous viaduct or bridge, supported on iron columns. The general height is about on a level with the first floor windows of the houses, but at places it is much higher than this (…). The uniform fare, for any distance, is 5 c.; children under five, free. The trains run at intervals of a few minutes during the day, and during the business-hours morning and evening follow each other with hardly an intermission. (…)

Nearly all the avenues running N. and S. and most of the important cross-streets are traversed by Tramways (Horse Cars, Street Cars, Surface Cars, Cable Cars, Electric Cars). Uniform fare for any distance 5 c. Overcrowding is nearly as constant, especially on the Broadway cars, as on the Elevated Railroads. (…)

Omnibuses (‘Stages’) run from Bleecker St. through S. Fifth Avenue, Washington Sq., and Fifth Avenue to 82nd Street.

The cab system is in a very undeveloped condition in New York, owing partly to the high fares, partly to the abundance of tramway and railway accommodation, and partly to the bad paving of the streets, which makes driving, outside a few favoured localities, anything but a pleasure. Hackney carriages, however, are in waiting at the railway stations, ferries, and principal steamboat docks (…), and many other points.

“Most of the cities of the United States now possess excellent systems of electric railways, which enable the tourist to visit all the points of interest, urban and suburban, at a minimum expenditure of time and money.” (p. xxiii)

“[T]he network of lines extends all over the country, often offering [a] journey of 100 M. or more at a very moderate cost. It is (e.g.) practicable to go from one end of New England to the other in a succesive series of such tramways; and this way of travelling offers many advantages to the tourist who wishes to become as intimately acquainted as possible with the country he traverses. Some of these trolley-lines attain a speed of 15-20 M. an hour.” (p. xxiii)

De eerste ondergrondse metrovan New York (de Rapid Transit Railroad of New York Subway) dateert van 27 oktober 1904:

“An important addition to the transit facilities of the city is afforded by this underground electric railroad, begun in March, 1900, and opened for traffic in 1904. It is 21 M. in total length, 15,5 M of this being underground (12,25 M. shallow subway, 3,25 M. tunnel proper), and extends from City Hall to (…) King’s Bridge, Spuyten Duyvil Creek, on the W. side of the city, and to (…) Bronx Park in the E. side. The line is to be extended to Atlantic Ave. , Brooklyn, by means of a tunnel under the East River.” (Baedeker’s United States, 1904, p. 14)

“Though civilian flying has been open to all comers since May 1st, 1919, this sport and means of transport is still in its initial stage, and no very definite statements can yet be made as to the course of its development in the future. (…) Passenger flights in aeroplanes may be had at Hendon, Cricklewood, Hounslow, and Northolt . (..) A popular feature is the inclusion (…) of various tricks or ‘stunts’, such as loops, spins, rolls, tail-slides, and cart-wheels. (…) No regular passenger air-service has as yet been permanently established between points within the United Kingdom; but aeroplanes for special journeys may be hired form any of the leading air-transport companies.” (pp. lxvii – lxviii)

“On August 25th, 1919, Aircraft Transport & Travel Ltd. (…) began its aeroplane service from London to Paris, followed on Sept. 1st by the service of the Handley Page Transport Ltd. (…) to Paris, and on Sept. 24th by the Handley Page service to Brussels, and in 1920 by the service of the Instone Air Line (…) to Paris. Places may be secured at the offices of the companies or from Messrs. Thos. Cook (..), the Lepaerial Travel Bureau (…), the American Express (…), etc. These services start at present from Waddon Aerodrome (…) near Croydon, S. of London. (…) A regular air-service between Hounslow and Amsterdam (Soesterberg Aerodrome; in 3 1/4 hrs; fare £21) is being organized by the British Aerial Transport Co., and other schemes for overseas services to the Continent have been mooted.” (Blue Guide to England, 1920, pp. lv – lvi)

“Travel by air in Europe is becoming every year more popular . It is said that within the past five years 200,000 passengers have been carried by European air lines, and with a higher percentage of safety than by other methods of travel.” (p. xxxvi)

“A decade ago a man was impressed with his own courage and had a nice heroic feeling in travelling by air from one country to another. He enjoyed the admiration of his friends, which was always punctuated by the awed remark: ‘I’d think twice before trusting myself to an aeroplane.’ And to-day the same people probably say to a non-flier with a trace of condescension, ‘Ah, you’ve never flown?’ ”

” We do not quite realise the immense significance of the fact that distances that formerly took weeks have shrunk to days, and a day’s journey has been shortened to an hour or two.”(p. 214)

” (…) flying has become so natural that the aeroplane can hardly be eliminated from your plans for holiday travel.”

“The number of people who are deterred from flying by the thought of danger is rapidly decreasing and, indeed, the statistics of the big air companies provide the best proof that the danger is infinitesimal.”(p. 215)

“(…) international air communications are to-day as well organised as the railways, and the invisible tracks of the air interlink in the same taken-for -granted manner as the metal tracks of the international railway system. Just like the railways, the air has its guides and time-tables, with stations, stops and precise departure and arrival times. (…) It may be said, without exaggeration, that there is hardly an important place in Europe which cannot be reached by air.” (p. 216)

“(…) travel by air on a commercial basis had its beginnings as recently as August, 1919. But so rapid has been its development in Europe that travel by air is now recognized as one of the usual ways of travel. It will add zest to any land trip to include, at least, one trip by air.” (p. xli)

“Practically all the planes of the commercial lines of air service in Europe are comfortable; while a few of the newer planes are almost luxurious. Totally lacking is the fact of dust or smoke or cinders; and to such a degree, that on one’s again travelling prosaically by rail, he will find himself longing for his dustless, cinderless hours of travel by air to return.

We are not here taking into account the possible discomfort of flight in the early spring or late autumn or winter or in high altitudes because of the cold. We have not, as yet, flown under such conditions save once, when we donned a fur coat and suffered no particular discomfort. But we can fancy that travel by air in cold weather will soon be made as comfortable, if such is not already the fact, as January travel on the motor Route d’Hiver des Alpes.” (p. xlii)

“Each year has seen improvements in the mechanism of the airplanes and their internal arrangement – always with a thought for the comfort and convenience of the traveller. The giant trans-continental air liners are now fitted up with many of the luxuries of ocean liners, and even smaller planes are not lacking in comfort.” (p. xliii)

“To go economically, there will not be much change in the general idea that you need at the very least two weeks to cross the ocean, catch a fairly good glimpse of London and Paris, and return to New York.

In only a few years, transatlantic aviation will be here. That seems so certain a matter that the Maritime Commission has staked its reputation on it. When that time comes, even less than a week will be sufficient for a brief jaunt.” (p. 11)

“The model American Tourist was once a leasurely fellow, who sailed across the Atlantic and then lounged through the capitals of Europe. Civilization progresses. Today’s average tourist has rarely more than three to four weeks of vacation time. Because the bulk of the readers of this book will be boxed in by such time requirements, it’ll be the airplane on which we’ll concentrate as a means for getting to Europe.” (p. 13)

“The most disagreeable of all the annoyances of traveling is that of being obliged to carry passports. Those persons who have traveled much in America, and know they can go from San Francisco to Portland without any one having to question either their identity or movements, naturally feel galled at being obliged to tell every petty duke in Europe who they are, where they are going, and for what they are going. (…) No person is allowed to travel on the Continent without a passport; so take the matter coolly. (…) Be particular to carry your passport with you at all times, as something hourly turns up which causes the government to suspect strangers from every country. (…) “(p. xi)

“The exceptional difficulties that have attended the preparation of the book in war-time are perhaps the chief apology for its shortcomings. London has naturally been much affected by the war, and many changes, both permanent and temporary, fall to be recorded. But on the whole these changes are more functional than organic; and the editor has been optimist enogh to found his description on normal rather than on abnormal conditions.” (p. v)

In het hoofdstukje “London in War Time” beschrijft Muirhead de situatie in Londen in juli 1917:

“Naturally the London of July 1917 differs from the London of July 1914 in various respects (none, perhaps of capital importance), and some of these, that more particularly affect the visitor, are noted here. The wonder is that they are so few.

On his way to London the traveller from abroad will no doubt have noted the increased difficulty in securing his passage, the stricter passport regulations, and the more drastic customs examination, and he will have recognized the sign-manual of war in the universal increase of prices. On his arrival in London he will observe many outward signs that the Empire is fighting, but of these little need to be said here: the military uniforms in every street, the ‘flag-days’, when little flags are sold in the streets for benevolent objects, and the conspicuous share in the nation’s work now taken by women. (…)

London is not a ‘prohibited area’ (…) and ordinary liberty of movement and action is little interfered with. Foreigners, of course, are subjected to strict rules, which will be explained to them at their consulates or at New Scotland Yard (…). Even British subjects and subjects of allied states should exercise a wise discretion; they should not, for example, attmpt to sketch or take photographs near any point of miltary importance.” (pp. vii, viii)

“In the present edition particular attention has been given to the development of travel as modified by the general introduction of the motor car, to the changed conditions in Europe as brought about by the World War, to the treatment of the War Zones of Belgium, France, and Italy (…)” (p. vi)

“Since the Great War passports have been absolutely essential for travel in all European countries. (…)

There were many [arranged tours and fixed-price summer excursions] before the Great War that were cheap; there are some now that are not dear; and as Europe settles back gradually to the normal, the number of cheaper tours available will increase.” (p. xxiv)

“Since the publication of our last edition (1936) great changes have taken place in Europe. Austria and parts of Czechoslovakia have been incorporated into the German Reich, while other parts of Czechoslovakia have been annexed by Poland and Hungary. These political changes necessitate the re-making the map of Europe. However, in our Satchel Guide we have not attempted this Herculean task, thinking it advisable to wait for more stable conditions in Europe.”

In 1936 deed Fodor aan de vooravond van de Spaanse Burgeroorlog nog luchthartig over de situatie in het land:

Uit Aldor’s 1936: On the Continent:

“Let us hope that there will be no revolution when you arrive in Madrid. But even if there is you need not worry. You see, the universally held idea that the Spanish are an excitable race is wholly eroneous. They are calm enough even according to the standards of the traditionally phlegmatic Englishman, and that is precisely why they indulge in a revolution every now and then. It is fun. (…) At all events, you will find that a little shooting in the streets and a few bomb explosions does not upset anyone, and the idlers at the cafés do not even pause in the act of stirring their drinks at the sound of a nearby explosion.” (p.225)

“It may easily happen that as you cross the frontier you will find yourself in a crowd of Italian travellers, and you are therefore advised not to talk politics.”( Imre Barcs, p. 305)

“The general mode of salutation since the advent of Mussolini has been the raising of the right arm, a very attractive gesture, and also convenient. You do not crumple your hat and you need not shake hands with everybody, which is a blessing in the hot summer months.” (p. 307)

“I had been warned not to discuss political questions with strangers in Germany. We have to get accustomed to the fact that in other countries opinion cannot be expressed so freely as in England, and as visitors we should avoid ciriticising the political affairs of other people.” (L. Ráskay, p. 452)

“The S.S. is increasingly incorporated in the State, and already carries out political duties. The name ‘Secret Police’ occurred to me, but I thought it wiser not to mention it.”(p. 453)

“It certainly seems a fact that the Germans love uniforms and are proud of being able to wear them. This, however, has nothing to do with the militarism of old times – it is a leaning towards voluntary organisation and discipline (…)”. (p.454)

“On visiting Frankfurt even a thoroughly non-political traveller like myself can hardly avoid the Jewish question. Whilst on the one hand it was maintained that Frankfort was indebted for its beauty, perfection and wealth principally to the rich, old-established Jewish families, on the other hand it was referred to contemptuously as a Jewish town. It is hard for us English to understand these race questions, but who can avoid them in the home town of the Rothschild family? (…) In the last three years the number of Jews here, as in the whole of Germany, has diminished considerably.” (p. 480)

“The writing of a guide book on China is a real challenge in this age in which we live. Apart from the difficulties arising from the size of the country, its complex nature and its language, the political situation does not simplify the task. The limited travelling facilities and difficulty of access to many sources of information made it seem at first that it would be impossible to produce an objective and useful work.” (p. 41)

The TUC has called for a boycott of Lonely Planet guidebooks until the Burma edition is withdrawn from sale.

The trade union umbrella organisation says travel to Burma is unethical and helps prop up the military government.

Last year, Lonely Planet was bought by BBC Worldwide Limited, the commercial arm of the Corporation.

In a statement, the BBC said the guide book – one of 288 published by Lonely Planet – “provides information and lets readers decide for themselves”.

The TUC, Tourism Concern, Burma Campaign UK and the New Internationalist have launched an online petition calling for the immediate withdrawal of the book.

‘Unethical’ travel

New Internationalist co-editor, Chris Brazier, said: “Holidaying in Burma is one of the most unethical trips you could make, given the brutality of the current regime. The Lonely Planet guide to Burma should be immediately withdrawn.”

TUC General Secretary Brendan Barber added: “The very existence of a travel guide to Burma encourages people to visit a country they might not otherwise consider.”

But BBC Worldwide said the guide “provides information to help travellers make informed decisions about whether or not to visit Burma and, should they decide to go, make informed choices on what they do when in the country. Lonely Planet believes that its decision to publish a guide book to Burma does not of itself represent support or otherwise for the current regime.

No plans to withdraw

BBC Worldwide says it has “carefully reviewed that position and has no plans to withdraw the guide. It provides information and lets readers decide for themselves.”

The pros and cons of travel to Burma are set out at the front of its guidebook:

Its reasons not to go include:

Opposition leader Aung San Suu Kyi opposes tourism

The military government uses forced labour

International tourism seen as ‘stamp of approval’

Money from tourism goes to the military government

Reasons to go are:

Tourism one of few areas to which locals have access

Carefully targeted spending reaches individuals in need

Locals have told travel guide authors they are in favour

Abuses less likely in areas frequented by foreigners

Insight Guides is the other main publisher with a guidebook on Burma.

It has postponed its latest edition in the light of September’s violence, when pro-democracy demonstrations were violently suppressed.

Rough Guides does not have a guide to the country. In a statement, its co-founder, Martin Dunford, said: “We don’t like to take moral stances when it comes to travel. But there are some regimes that are so oppressive that travelling there just feels wrong. Indeed so much of Burma’s tourist infrastructure is linked to the military government that we feel tourism can’t help but support the regime, however indirectly. We are also mindful of – and respect – Ang San Suu Kyi and the democratic opposition’s call for tourists to boycott the country as a way of bringing about change, but understand that it is a personal choice for individual travellers to make.”

Lonely Planet has also issued a travel advisory in the wake of the crackdown on protests led by Buddhist monks.

It urges travellers to exercise “extreme caution”.

The TUC’s international secretary, Owen Tudor, said Lonely Planet was being singled out because “The country’s main trade union organisation and the people of Burma oppose tourism.”

Human rights

He denied the Lonely Planet boycott should also apply to guide books on Cuba, Saudi Arabia or other governments around the world with poor human rights records.

“Disinvestment campaigns have worked in the past, dissuading companies from dealing with Burma,” he said.

“BBC Worldwide is one of 28 UK companies who have dealings with Burma and 17 of them are travel companies.”

He said: “It seems bizarre that there should be calls for a boycott of a travel publishing brand that has a first-class record on championing human rights and, incidentally, urging readers to be environmentally and culturally aware travellers